Buffing mechanism



Jan. 1, 1929.

E. F. CARRY BUFFING MECHANISM Filed Maich 1'7, 1926 2 Sheets-Sheet INVENTOR E. F. CARRY BUFFING MECHANISM Jan. 1,

Filed March 17. 1926 2 Sheets-Sheet INVENTOR Edward 31'. Carr Patented Jan. 1, 1929.

llhll'lfEl) STATES EDWARD F. (JAIEtI'tY, OF CHICAGO, ILLINOIS.

BTQTFFING MECHANISM.

Application filed March 17, 1928. Serial No. 95 ,318;

My invention relates to buiiing mechanism designed for use in the; ends of passenger train cars and adapted to absorb major shocks of impact and the lesser vibrations set up by the surging and lagging movements of cars coupled in the train.

The principal object of the invention is to provide a buliing mechanism utilizing a liquidstabilizing agent and an air volume to supplement the spring elements of the butter during compression, the liquid agent operating to dampen the recoil of the springs after compression.

A. further and important object is to enclose such mechanism in a housingforming part of the floor area of the car and assemble said housing and its contained mechanism as a unit with the car on deii'iran'ie.

he foregoin and other objects are attained by the mechanism illustrated in the accompanying drawings, in which v Figure 1 is a plan view of a portion of the floor framing of a car equipped in accordance with the invention and with the floor covering removed; I

Fig. 2 is a plan view of the housing with portions thereof broken away to better illustrate the contained mechanism and interior arrangement of the housing; I

Fig. 8 is an elevational view of a'portion of the buffer plate and vestibule diaphragm face plate showing the relation of the center bufl'er stem' and the plunger follower of the housing mechanism;

Fig. 4 is a vertical longitudinal" sectional view taken on line %-1 of Fig. 1 looking in the direction indicated by the arrows;

F 5 is a dual. view showing on the left in elevation the rear head of the housing element and at the right a vertical section on line 5 5 of Fig. t looking in thedirection imlicated by the arrows; and

l1 6 is a vertical sectional *iew of the fioor framing taken on line 6-$ of Fig. 41 loohim; in the direction indicated by the arrows ant showing theirontend oi the hon ing in elevation and the protruding plungers of the mechanism in section.

In said drawings, 10 represents a car underl rame buffer end sill having rearward sill extensions 11 secured to the longitudinal center sills 12 of the underr ran'ie and spaced apart to proi' ide a pocket 13 for the but-ling meel-ianism housing 35 to behere-inafter described. Connecting the rear ends of said extensions 11, and; preterably integral therewitl'n is end sill portion 14L having rearwardly projecting flanges 15 overlapping and resting upon center sill flanges 16 and cover plate 17 and connected therewith by rivets, 18. I

T he extensions 11 are provided along their upper margins with laterally projecting flange portions 19 overlying and secured to upper chord angle 16 of center sills 12, the extensions 11 being further secured to the inner faces of he center sills 12 by means of rivets 21 to insure positive transmission of stresses imposed upon the buffer end sill 10 to the longitudinal members of the car undertrame. The extensions 11 are further braced and held in proper spaced relation by means of tie bars 22 arranged at intervals along the length of said extensions; the tie bars 22. extend transversely of said extensions and operate to supportthe buii'er mechanism housing 35 as will presently ap pear. I

The butler end sill 10 is provided with the usual center and side stein openings 23 and 24 respectively adapted to receive center stem 25 and side stems 26 having operative connection with the louder plate 27 carried by the stems. The bufl er plate 27 supports the diaphragm face plate 28 and moves with it in response to the movement of adjacent cars similarly equipped. The side stems 26 are each fitted with springs 29'having their inner ends seat-ed against the stem supporting brackets 30 secured to the underframe and their forward ends against the shoulders 31 on the stems; the springs 29 function to oppose rocking of the bulier and face plates about the center stem position and operate to hold said plates in proper relation to like par-ts on adjacent cars and at the required contact pressure.

Coupling and other impact shocks are resiste'd and absorbed by the mechanism contained in housing 35 positioned between extensions 11 and transverse buffer and body end sill members 10 and 14 forming the housing pocket 13, and in the path ofmovement of buffer center stem 25 through the medium of which the tor'cesof impact are initially transmitted to thehousing mechanism. The housing 85 comprises a casing made up of the side walls 86, top wall 87 and a cha n'- bered lower wall 38,. The lower wall 38 comprises a pair of plunger cylinders 39 separated by longitudinal wall d0; between said chambered lower wall 38 and top wall 37 of the casing is a liquid and air chamber 4 containing a plurality of baffle plates 42 designed to check the surging of the contained liquid during car movement.

The cylinders 39 constituting the lower wall 38 of the casing are open at their opposite ends, the front or buffer ends thereof hav ing contracted portions 48 fitted with suitable packing 44 to provide liquid tight bearings for plunger-s 45 mounted for reciproca tion within said cylinders; the plungers are held in their respective operating positions at the front ends of the cylinders by pairs of flat volute springs 46 and 47 arranged in tandem in the respective cylinders. Floating plates 48 are inserted between the springs 46 and 47 to provide seats for adjacent ends of the springs on the opposite sides of said plates. All of said elements are held within the casing by a closure head 49 removably secured to the casing preferably by stud bolts 50 threaded into the end of the casing as shown.

The plungers are shaped to provide head portions 51 affording annular shoulders 52 adapted to engage complemental shoulders 53 on the. cylinder walls to prevent excessive forward movement of the plungers. The plunger shanks 54 forward of their respective heads extend beyond the housing 35 and are provided with openings 55 in theirprotruding ends to receive embossments 56 upon the contiguous face of a connecting follower plate 57 adapted to receive the thrust of the center stem 25 of buffer plate 27.

The upper side of the chambered lower wall 38 at each plunger cylinder 39 is provided with a plurality of liquid ports 58 having direct communication with the air and liquid chamber 41 above the cylinders and arranged within the normal travel zone of the reciprocating plungers 45. Said ports are grouped on opposite sides of the longitudinal cylinder dividing wall 40 and at an angle to the longitudinal vertical central planes of the respective cylinders 39 for a purpose to be hereinafter described. The ports 58 are preferably tapped for pipe bushings 59 removable to permit the application of bushings with ports of the size required to meet particular operating conditions. .To facilitate removal of the several port bushings 59 and permit inspection of the housing upper chamber 41, the top wall 37 of the casing is provided with a plurality of openings 60 closed by socket plugs 61, said openings being grouped above ports 58 and severally arranged to register with the ports to permit withdrawal of port bushings 59 and serve as air and liquid inlets to the casing. The casing is drained thru bottom openings 62 closed by plugs 63 as best shown in Figs. 1 and 4.

Provision is made to prevent displacement of the housing 35 under stress of butting. As shown in the drawings the casing is prefer ably held down to the tie bars 22 by clamping plates 64 held in engagement with the underfaces of tie bars 22 by stud bolts 65 tapped into the bottom of the casing. The clamping plates 64 are held from rotation by retaining lugs 66 on the tie bars 22 as shown in Figs. 4, 5, and 6 to insure gripping contact with the tie bars 22 at all times. Longitudinal rearward shifting of the casing is prevented by the body end sill portion 14 having a striking face 67 with which the closure head 49 of the casing 35 is designed to engage; the closure head 49 is provided with embossinent 68 of a depth greater than the height of the heads of stud bolts 50 to prevent the transmission of butling blows directly to the bolts; by confining the impact area to said embossment the forces of impact are distributed equably over the closure area without disturbing the stud bolts.

The casing is held from forward movement by its engagement with a fixed abutment 69 on the rearwardly extending portion 70 on the buffer end sill 10; said abutment is provided to avoid creeping of the casing and springs upon the plungers during car movement with accompanying pressure of springs 47 upon the inner face of closure head 49 and resultant strain upon the closure head bolts 50 as will be understood. The rearwardly extending portion 70 of the buffer end sill 10 is arranged to underlie the plunger portions 54 and provides a seat 71 for the support of the plunger follower 57 connecting said plungers as best shown in Figs. 1 and 4.

As illustrated in Figs. 4, 5 and 6, the housing acts to support a portion of the flooring 9 overlying the platform area. Suitable openings 8 in the floor above the air and liquid inlet ports 60 of the casing permit the charging of air and liquid elements into the casing.

lVith the parts in the normal position shown in Figs. 1 and 4 of the drawings, stabilizing liquid is poured int-o the casing thru any one of the group of inlets 60 in the top wall 37 thereof to fill both plunger cylinders 39 and only partially fillthe overlying air and liquid chamber 41 so to provide a substantial air volume above the liquid level to function as a supplemental cushioning element during bailing operation.

In service, the operation of coupling cars equipped in accordance with the invention would involve the initial movement of the respective buffers 27 inwardly under the pres sure of impact, the speed of such movement depending upon the intensity of the shock and the resistance offered by the liquid, spring and air elements in casing 35; the front. springs 46 being of lighter capacity than rear springs 47 will first be compressed by the inward movement of plunger heads 51. The plunger shank portions 54 under pressure from the buffer center stem 25 upon the follower 57 connecting the plun'gers will cause heads 51 to move against the body of liquid contained in plunger cylinders 39 to force same through ports 58 at a rate of flow dependent upon the magnitude of the energy imposed and the speed of the plungers.

The liquid displaced will flow from the cylinders? to the overlying air and liquid chamber 41 through all of the ports 58 simultaneously. Further movement of the plung ers will bring plunger heads 51 within the area of the first adjacent of the group of ports 58 and cause a progressive reduction of such port openings With a resultant throttling of the liquid flowing thru said openings; the closing of the first adjacent of the ports by the plunger heads will accelerate the flow of liquid thru the next adjacent and remaining port openings of the group and cause a progressively increasing resist ance to the flow of liquid and thus to plunger movement. Upon consummation of the car coupling operation the plungers will have caused the full compression of the lighter front springs 46 against the adjacent faces of the floating plates l8. and the partial com pression of the heavier rear spring-4T on the opposite side of said plates. At this stage of operation the parts will have assumed a po sition in which the plunger heads 51 cover approximately half the available port area and about half of the liquid in plunger cylinders 39 will have been displaced and forced into the air and liquid chamber ll to compress the air trapped in said chamber.

With the cars coupled and the buffer parts disposed as described, the spring and air elements are held compressed and in position to resiliently oppose further inward movement of said parts or to expand as the coupled cars tend to draw apart in response to an increased pull on the drawbars 7 5 of said cars. Shocks due to the recoil of the springs when released or to forces tending to further compress them are tempered and the movement of the parts stabilized by the restricted flow of liquid thru the ports 58. Continued movement of the plungers inwardly will cause further increase in the head of liquid in the air and liquid chamber ll. and a proportionate increase in compression of the air volume in said chamber; during such movement the heavier rear springs ll are compressed and the floating plates 48 with compressed springs l6 are shifted until the plunger heads 51 over the remaining ports 58 of the group and all communication between the cylinders 39 and air and liquid chamber 41 is interrupted when the liquid remaining in the cylinders will check further movement of the plungers.

\Vith the springs l6l7 in the cylinders 39 and the air volume in chamber ll compressed under stress of the driven plungers,

Q. A i

the expansive force of said springs will press the plungers outwardly "until the plunger heads 51 have uncovered contiguous ports 58 and coi'ininmication again established between cylinders 89 and chamber ll, whereupon the liquid in said chamber will be acted upon by the stored energy of the compressed air voliune and forced thru said ports to supplement the povver of the springs to restore the plungers to their original position. It should be noted however that since the plungor "can move only as as the liquid head in chanib'er 41 can be reduced and the liquid displaced in bufiing returned to the respective plunger cylinders, the springs will release their energy without recoil and at a speed determined by thesize, shape and number of the ports 58.

With the mechanism above described provision has been made to absorb the shocks of impact by means progressively increasing the resistance to plunger movement and by such distribution of the port openings as to permit the swift initial-flow of the liquid in the path of the plungers to the air chamber 41, as before explained. Due to the responsiveness of the mechanism to the surging and lagging movements ofthe coupled cars the racking. strains of train movement are nottransmit-ted to the framing of the are but are received and absorbed at the bufier line; such responsiveness to the vibrating movements of the buffer is peculiarly effective to prevent the chattering common to diaphragm face plates held together by spring mechanisms heretofore employed and in Which no provision had been made to dampen the recoil of the springs as herein disclosed.

The housing of the mechanism facilitates the assembling thereof with the car underframe and the renewal or repair of the Working parts, and provides ample support for the floor plate or covering 9 as best shown in Figs. 4., 5 and 6 of the drawings, suitable openings 8 being made in the floor to provide ready access to the inlet ports 60 of the casing.

lVhat I claim is 1. A buiiing mechanism for cars comprising a housing having a lower wall containing a plurality of plunger cylinders, a combined liquid and air chamber overlying said lower wall, and ports connecting the cylinders with said chamber, said ports being arranged longitudinally of the respective cylinders and within the single travel zone of said plungers.

2. A buliing mechanism for cars having platform floor framing including a buffer end sill, a rearwardly extending seat portion on said end sill, a mechanism housing containing a plurality of plunger cylinders, plungers respectivel mounted for reciprocation in said cylin ers and having reduced All shank portions projecting beyond the adjacent end of the housing and above the rearwardly extending seat portion of the end sill, and a follower connecting said plungers, said follow-er being .slidably supported upon said butler sill portion and normally spaced from said plunger cylinders.

8. A butting mechanism for cars comprising a housing having a plurality of plunger cylinders, plungers reciprocable in. said cylinders, a longitudinal Wall separating said cylinders and plungers, a chamber containing liquid and an air volume having port connection with said cylinders, and a plurality of ports disposed on opposite sides of and at an angle to said Wall.

4. A buliing mechanism for cars comprising a housing having a plurality of plunger cylinders, plungers reciprocable in said cylinders, a longitudinal Wall separating said cylinders and plungers, a chamber containing a liquid and an air volume having port connection With said cylinders, and a plurality of ports disposed on opposite sides of and at an angle to said Wall, said plunger-s respectively being adapted to successively close the several ports.

5. A butiing mechanism for cars comprising a housing having a plurality of plunger cylinders, plungers reciprocable in said cylinders, an overlying liquid and air chamber having port connection With the respective cylinders, said ports being grouped to permit the passage of liquid through all of the ports simultaneously during the initial movement of the plungers and to progressively diminish liquid flow upon further movement 01": said plungers.

6. In a boiling mechanism for cars having platform floor framing including body and butler end sill portions, the combination comprising a housing lodged between said sills and containing an air and liquid chamher and a plurality of plunger cylinders in communication with said chamber, plungers reciprocable in said cylinders and positioned with their shank portions protruding from said housing, and plunger supporting means slidably mounted upon the bufier sill and normally spaced from said cylinders.

'Z. A bufling mechanism for cars comprishousing having a top Wall and a chambered lOWGl Wall containing a plurality of pl niger cylinders, plungers reciprocable in fd cylinders, a longitudinal Wall separatj said cylinders and plungers, a chamber between said top Wall and cylinders containing a liquid and an air volume having port connection With said cylinders, a plurality of ports diagonally disposed on opposite sides of said wall, and correspondingly disposed inlet openings in the top Wall overlying said ports.

In Witness whereof I have hereto set my hand this 13th day of March, 1926.

ED'WARD F. CARRY.

CERTIFICATE 0F CORRECTION.

Patent No. 1,697,945. Granted January 1, 1929, to

EDWARD F. GARRY.

it is hereby certified thaterror appears in the printed specification of the above numbered patent requiring correction as toitnws: Page 3, line 57, for the word "over" rend "cover"; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the ease in the Patent Office.

Signed and sealed this 5th day of February, A. D. 1929.

M, 5. Moore,

(See!) i Acting Commissioner of Patents: 

